Cae beake



(No Model.)

HQHEYDL GAR BRAKE.

Patented Dec. 4 1883;

Invenian n. PETR 5. mammo ram. Washinglun, ac.

, Nrrnn STATES PATENT OFFICE.

HERMANNHEYD, or nonnnuon, WURTEMBEBG, GERMANY.

CAR-BRAKE.

SPECIFIGATION forming part of Letters Patent No. 289,534, dated December4, 1883. Application filed October 3, 1882. (No model.) Patented inGermany September 15. 18852, No. 21,584.

f0 all whom it may concern Be it known that I, HEB-MANN Earn, a citizenof Germany, residing at Hohebuch, in the Kingdom of \Viirtemberg,Germany, have invented a new and useful Improvement inltailway-OarBrakes, of which the following is a specification.

This invention relates to improvements in car-brakes designed forinstantaneously stopping railway-trains in case of accident or impendingdanger ahead, and to that class of these instant brakes, as I term them,in which the brake-shoes coact with the rails to so arrest the motion ofthe train by applying the force of its momentum or a part thereof to thebrakes.

My present invention consists in an improved railway-car brake of thisgeneral description, adapted also and independently to coact with thewheels in the more common way without simultaneous contact with therails, as hereinafter fully described and claimed.

The object of my invention is to furnish railway-cars with brakeapparatus which possesses the capacity of instantaneously stopping atrain, and can'be'so used with readiness, but may ordinarily be used incustomary manner to gradually arrest the motion, so as to reduce wearand tear, as well as the shocks to passengers and freight, which resultfrom suddenly stopping a moving train A sheet of drawings accompaniesthis specification as part thereof. Figure 1 of these drawings is a sideelevation of one end of a railway-car provided with my brake apparatus,illustrating the ordinary braking operation; and Fig. 2 is an end viewthereof. Fig. 3 represents a vertical longitudinal section through thetruck and platform shown in Figs. 1 and'2 on a larger scale,illustrating the operation of instantaneously stopping the car. Fig. 4represents additional detail views of some of the parts on the samescale as Fig.

3, as hereinafter more fully set forth; and Figs.

5 and 6 represent, respectively, a vertical longitudinal section and anend view of a truck provided with brake apparatus, illustrating amodification of the same invention.

Like letters of reference indicate corresponding parts in the severalfigures.

' forked end.

I suspend by means of a strong transverse pivot between each pair ofwheels, on the rewheels, to coact with the latter in customary manner,for gradually stoppingthe train, as illustrated by Fig. 1; or they aredrawn backward, so as to coact with the rails and with the wheels behindthe respective brake-blocks, to instantaneously arrest the inotion ofthe train, in order to avoid greater danger, as illustrated by Figs. 3and 5. A pivotal shaft, S, common to both brake-blocks of each pair,

and a cross-bar, T, at a lower point, unite them, so that they move inunison. A rod, B, extending from this cross-bar, terminates in a hookedend, as clearly shown in Fig. 4, which figure represents at top a sideview, as in Fig. 1, of the hooked end of this rodR and the parts whichcoact therewith, and below this two top views. The upper of these topviews, with said side view and Figs. 1 and 2, illustrates the coactionwith said rod R of a bell-crank, W, to transmit motion from the verticalscrewstem of a hand-crank shaft, 1?, on the car-platform, for applyingthe brakes to the front wheels in said ordinary braking operation. Achain, G, is also attached to said cross-bar T and extends therefrom inan opposite direction to a winding-drum .formed by the sleeve of aclutch, K K, on the axle of said hind wheels. Ordinarily this sleeve isunclutched, as seen in Fig. 2, and the axle rotates freely therein. I

To apply the brake-blocks B to the track and hind-wheels, aclutch-lever, H, is provided,whi ch extends from said clutch between thebrake-blocks to a vertical pivot, c, and beyond this, underthe sameplatform, as clearly seen in Figs. 3 and 4, where it terminates in a Itsfork embraces a laterallymovable hand-lever, H, having a centralhorizontal pivot, b, while, below said fork said 1e position the -brakeblocks support more or bell-crank form is conneeted, while friction-Fig. 4. Said hand-lever H is no sooner shiftver H is provided with atoe, H, to coact with said hooked end of said rod R. Ordinarily, or, inother words, when the brakes are not in use, or are applied by means ofsaid hand-crank shaft B through themedium of said rod B, said toe H andsaid fork occupy the positions relatively to said hooked end of said rodB represented by the upper of said top views seen in Fig. 4. When saidhandlever H is moved to actuate said clutch-lever H, said toe H",coacting with said hooked end of said rod B, disengages this from saidbellcrank W, so that the latter shall not interfere with theinstantaneous brake movement which immediately follows. This isillustrated by Fig. 3 and the lowermost of said top views in ed from itsposition of rest than the clutchlever H transmits motion therefrom tosaid clutch K K, and the winding-drum of the latter, acting on saidchain G, draws the pair of brake-blocks B into contact with the rails,and the momentum of the train carries them into contact with said hindwheels, which limit their motion in customary manner. In this less ofthe weight of the car, and, engaging effectively with the rails as wellas with said hind wheels, serve to instantaneously stop the car.

I propose as a substitute for said clutch arrangement the arrangementillustrated by Figs. 5 and 6, in which a winding-drum, O, is fast on ashaft, L, above and parallel to the hind axle, said shaft L beingmounted in a lever-frame, E, to which the clutch-lever H in gears F Fconnect the aXle and shaftwhen the latter is lowered, and a chain andcross-bar, G T, transmit motion from the actuated winding-drum O to thebrake-blocks B B for the instant, as illustrated by arrows in Fig. 5. Iam aware that rail-brakes, as they are termed, have been adapted tocoact simultaneously'with the wheels in front and behind the car, andhaving shoes B B on their front edges for ordinary use in braking uponthe wheels only, substantially as herein specified.

2. In a rail-brake for railway-cars, the combination of a pair ofswinging brake-blocks, B B, connectedby a cross-bar, T, and having shoesB B on their front edges, a hooked pulling-rod, R, extending from saidcross-bar, a bell-crank, W, connected with said rod by its hooked end,and ahand-crank shaft, P, coupled with said bell-crank, for applyingsaid shoes to the front wheels, substantially as herein specified.

3. In a rail-brake for railway-cars, the combination of a pair ofswinging brake-blocks, B B, connected by a cross-bar, T, a hookedpulling-rod, B, extending from said cross-bar to mechanism for actuatingsaid brake-blocks by hand, a hand-lever, H, having a toe, H, to engagewith the hooked end of said B for unhooking the latter, a clutch-lever,H, extending from said hand-lever to a suitable clutch, a winding-drumthereby clutched to the hind aXle of the truck, and a chain c011-necting said winding-drum with said cross-bar T, for releasing saidbrake-blocks and drawing them into contact with the rails, substantially as herein specified.

In testimony that I claim the foregoing as my invention I have signed myname, in presence of two witnesses, this the 31st day of August, 1882.

HERMAN N H EYD.

